Vacuum relief device for engines



c. o. GUERNSEY 2,207,056

Filed may 14. 1936 s Sheets-Sheet 1 INVENTOR. Cfiarles d fiuemsey BY ATTORNEY VACUUM RELIEF DEVICE FOR ENGINES July 9, 1940.

C. 0. GUERNSEY VACUUM RELIEF DEVICE FOR ENGINES July 9, 1940.

I Fiied May 14, 1956 3 Sheets-Sheet 2 Car/egfl daerzzse J y 9 c. o. GUERNSEY VACUUM RELIEF DEVICE FOR ENGINES Filed'May 14, 1936 3 Sheets-Sheet 3 w z w W n m in m m 5 r fi W Y M h k B r W w s/ i /wfv X 1Q Lg $3 l 4 MM d W? L $3 I 4 mm I 3 1 m Lm 7/4 i QQ a? NQ M w\ \\M\ N? A I a /////V% Z w W NM f/l v m ELI Patented July 9, 1940 UNITED STATES PATENT OFFICE 19 Claims.

This invention relates to vacuum relief devices in general and in particular to such devices for use on automotive engines. I

It is well known that motor vehicles, especially buses, emit a large volume of objectionable and dangerous gases at periods of engine retardation such as occurs during gear changing, coasting and stopping.

These gases tend to follow the vehicle due to the turbulence of the air and finally enter the vehicle to cause discomfort and even sickness among the passengers. The excessive discharge of partly burned gases is due to the fact that an extremely high vacuum is established in the intake manifold when the main throttle is closed,

It is an object of this invention, therefore, to

supply a relief device which will automatically reduce the vacuum in the intake manifold.

Another object of the invention is the provision of a simple, efficient relief valve for supplying fresh air to the intake manifold at such a position as to relieve the suction acting on the carburetor.

A further object of the invention is the provision of a vacuum relief device which automatically relieves the vacuum within the intake manifold and at the same time annuls or shunts a portion of the ignition circuit to the engine.

A still further object of the invention is the provision of a vacuum relief device which automatically opens to relieve the vacuum in the intake manifold when it reaches a certain value yet which automatically closes when the vacuum has been reduced to a value materially below that at which the valve opened.

These and other objects of the invention will be apparent to one skilled in the art from a study of the following description and accompanying drawings, in which Figure 1 is a sectional view of the device taken substantially on the central plane thereof;

Fig. 2 is a sectional view taken on line 2-2 Fig. 1';

Fig. 3 is a sectional view taken on line 3-3 of Fig. l'and showing the manner of securing the de vice to the intake manifold;

Figs. 4 and 5 are sectional views taken on lines 4-4 and 5-5 respectively of Fig. 1;

Fig. 6 is a sectional view similar to Fig. 2 but showing a slight modification thereof Fig. 7 is a sectional view similar to Fig. 2 but 5 showing a still further modification;

Fig. 8 is a sectional view similar to Fig. 1 but showing a modified form of valve;

Fig. 9 is a sectional view taken on line 9-9 of Fig. 8 and showing the port arrangement, and

Fig. 10 is a diagrammatic view showing the electrical connection of the valve with respect to the ignition circuit.

Referring now to the drawings in detail, it is seen that the relief device or valve device A is fastened to the intake manifold B by means of a reducer 2 secured to the manifold and carrying stud bolts 4 receiving the clamping segments 6 which bear against flange 8 of eductor .pipe Ill. The connections between the pipe and reducer and between the reducer and manifold are suitably sealed by gaskets G. It may be stated here that the connection is made to the intake manifold of the engine at any suitable place between the throttle valve and intake valves.

The eductor pipe is formed as part of operating valve casing I2 which is provided with a cylinder 14 having communication with the eductor pipe through reduced opening or orifice l6 and the casing has a passage I8 connecting the eduction pipe with the cylinder through opening 20. Hollow piston 22 is arranged in the cylinder and has a head portion 24 with a central portion 25 of increased thickness in which is received and clamped a projecting stem 26. 3 Spring 28' is disposed within the piston and has one end bearingupon the head adjacent the central portion, while the other end engages a bearing member 30 secured to threaded stem 32 provided with a notched or other suitable head 33. The stem has threaded engagement with a closure cap 34 held in place by fasteners 35 and the stem may be locked in any desired position by lock nut 36 as well as by protecting cap 38. It is obvious that by turning the stem 32 the com pression of the spring will be varied thus adjusting the point at which the piston will move.

The operating or control valve casing is provided with projections 40 adapted to receive bolts 4! securing an inlet valve casing 42 thereto in such a position as to close the open or head end of the control valve casing. The inlet valve casing is formed with an inlet opening 44 giving free access to chamber 46 formed by transverse webs 48'and so. The web as is formed with a bearing portion 52 adapted to receive and support the stem 54 of an inlet valve having a head portion 56 with bevel shoulders. 58 engaging the bevel seats 68 of an opehing 62 formed in web 58. The inlet valve opens inwardly of the control valve cylinder and is normally held in its seated position by the stud or projection 26 which bears upon the inlet valve head under action or the spring.

The inlet valve stem projects beyond theweb 88 and is provided with an insulating block 64' threaded on the stem and with a metallic block 66 held in place by nut 68. A removable cap 18 mary side of the ignition coil as will be explained later in connection with Fig. 10. It is, of course, obvious that when the valve 56 is seated the wire HI is insulated from ground by the block 64 while when the valve is open the wire will be grounded through the contactorsand block 65.

The operation of the device is as follows: Assuming the engine to be runningat a relatively high speed with throttle open, then the vacuum in the inlet manifold will'be relatively low and the valves will remain in the position shown in Fig. 1 blocking the inlet, since the vacuum is notsufiicient to allow atmospheric pressure to operate the valves. When the engine speed is to be reduced by closing the throttle then, due to the pumping action of theengine, a high vacuum will be established in the intake manifold and in the operating valve chambers which will cause the atmospheric pressure acting on inlet valve head 56 to unseat the inlet valve, compress the spring 28 and at the same time reduce the vacuum in the chamber adjacent the piston 24 causing an unbalanced force on the piston which 'will move the piston to the left as viewed in Fig. 1. The orifice IIi' is so chosen with respect to the opening 62 that a pressure of some value between atmospheric and manifold pressure will be present on one side of, the

piston which, coupled with the reduced pressure on the opposite side of the piston will holdthe piston in the release position. It'is to be noted that the passage I8 connecting the one side of the piston with the eductor pipe terminates above the orifice in a region or vacuum which will normally be higher than that existing in the intake manifold due to the kinetic energy of the infiowing air. As the engine slows down and the pumping action decreases the manifold vacuum will decrease and the air fiow decreasing likewise will finally cause the pressures acting on the piston to be sufiiciently balanced as to permit the spring to act and close the inlet valve. It will be obvious that the valve will open rapidly under high vacuum and also close rapidly under reduced vacuum and once closed will not open again until a high vacuum is reestablished, this being due to the choice of openings and the fact that opening pressure acts only on the valve head 58 to counteract the spring, while after the valve has opened it is held open not only by the differential pressures acting on the piston head, but also by the kinetic energy of the in,- coming air acting on the valve and piston head.

The range between opening and closing pressures may be regulated by modifying the orificechanged readily by changing the disc and substituting a disc of desired opening.

The modification shown in Fig. '7 discloses a Venturi member placed in the eductor pipe and held in place by set screw 86 with the opening 88 in alignment with the passage I8. This arrangement gives an even greater range in unbalanced pressures as well as an arrangement wherein adjustment is readily accomplished by interchange of Venturi elements.

The operation of the device is exactly the same when using the arrangements shown in Figs .6 and 7 as that explained in connection with Figs. 1 to 5 inclusive, and in any case the inward movement of the inlet valve annuls or shunts the ignition circuit causing the engine speed to be more rapidly reduced thereby reducing the insures that the gases that are expelled will not with an end housing or outlet portion 98 adapted to be connected to the engine manifold B (not shown) in any suitable manner and to the valve casing 92 by bolts or other means 94. The central portion of the end housing is threaded to receive a clamping bolt 95 adapted to be locked by nut 96 in the proper position.

The valve casing is formed at one end with shoulders 98 adapted to receive aring or orifice controlling member I88 which corresponds to the orifice of the previously described valve, and this ring is clamped betweenthe valve casing and end housing or outlet portion by the bolts 94. It is, or course, obvious that various sizes of rings may be used exactly as various sized orifices were used in the valve of Figs. 1 to '7 inclusive. The shouldered end of the casing is substantially closed by partition I82 formed with a central opening I84 surrounded by valve seat I85. Lugs I86 extend outwardly from the partition in spaced relation to the inlet opening and are spaced apart to provide openings I88 therebetween permitting passage of air from the inlet opening to the annular chamber or space H8. The spaced lugs are connected by ring or cylinder H2 spaced from the walls of the end housing and valve casing to provide an eductor space or pipe H4 corresponding in purpose and function to the eductor pipe described in connection with Figs. 1 to 7 inclusive and from the orifice ring to provide an annular passage or orifice H5.

The cylinder is closed by head plate H6 and gasket III held in place by the clamping bolt 95 previously referred to and the one end 01 the cylinder is connected by a plurality of passages II8 to the eductor space or pipe H4. A combined piston and inlet valve I28 is arranged within the cylinder and is formed with edge portions I2I adapted to slidably engage the cylinder and with valve face I22 adapted to engage the valve seat I85. Partition I 24 extends across the valve casing in spaced relation to provide an air inlet chamber I25 and the partition is formed with a bearing portion I26 adapted to receive and support valve stem I28 connected at one end to the combined piston and inlet valve and carrying at the other end a nut I38 providing an adjustable stop for spring cap I32. A spring I34 has one end engaging the cap, while. the other end abuts the partition I24 and thus acts as a compression spring to normally retain the inlet valve upon its seat.

It is thus seen that the valve is very similar to the valve of Figs. 1 to '7 .inclusive in that the passages IIB connect one end of the cylinder to the eductor space at a point beyond the annular passage or orifice H5 and that the other end of the cylinder is connected by the openings I 08 and the orifice to the manifold.

A removable cap I36 carries contactors I38 and I40, the'first being connected to the cap and, therefore, grounded by means of pivot block I42 and compression spring I44, while the latter is insulated from the cap and connected by wire I45 to the primary side of the ignition coil. Removable plate I43 permits adjustments of the contactor points. The valve stem is provided with an adjustable extension I46 which when the inlet valve is seated will maintain the contactors in spaced relation, while when the inlet valve is unseated the contactors meet each other and the ignition circuit is nullified or shunted.

The operation of the valve is exactly similar to that previously described, however, to avoid confusion a brief description will be given. Assuming the parts to be in the position shown in Fig, 8, upon the establishment of a high vacuum in th manifold the air pressure acting on the inlet valve face will move the valve toward open position against the compression of the spring I34. The unseating of the inlet valve will permit air to rush through openings I08 and orifice H5 and across the passages IIB, thus maintaining a slightly lower pressure in the end of the cylinder than in the manifold due to the kinetic energy of the inflowing air. The kinetic energy or impact of the incoming air acting on the inlet valve and piston face wil also aid in holding the inlet valve open until such time as the manifold vacuum is reduced sufliciently to permit closing of the valve under action of the spring. As soon as the valve is reseated it will remain seated until a high vacuum is reestablished in the ma fold.

In order to more fully describe the operation of the electrical connections used in conjunction with the valve reference is had to Fig. 10 wherein the usual distributor I50 is connected to the high tension coil I52 of the ignition coil as is customary, The low tension or primary coil I54 is connected to one side of the grounded battery and to ground through the breaker points I55 operated by cam I50. The valve contactors are connected by wire I45 as previously mentioned to the primary circuit at a point I60 between the breaker points and ignition coil. It is thus seen that the valve contactors will shunt the breaker points and so reduce the intermittent current flowing through these points as to prevent induction of sufficient voltage in the high tension coil to operate the spark plugs. The ignition circuit is, therefore, not broken but merely nullified or shunted and in case the valve contactors failed to operate or became disconnected it would have no effect on the ignition circuit. The valve of Figs. 1 to 7 inclusive is connected into the circuit in exactly the same manner as just described and will, of course, operate in the same manner.

It is, of course, obvious that various changes may be made in the device and such changes are contemplated as fall within the scope of the appended claims which define what petitioner believes to be his invention.

What is claimed is:

1. A vacuum relief device for the intake manifolds of internal combustion engines comprising, a cylinder, a piston reciprocable therein, an inlet valve having a closing movement effected by said piston, means spacing said inlet valve and piston, passages connecting both ends of said cylinder with the manifold, and one of said passages being provided with a reduced portion whereby upon the opening of said inlet valve under relatively high manifold vacuum unequal pressures are established on opposite sides of saidpistpn to retain the same in a predetermined position;

2. A vacuum relief device for the intake manifolds of internal combustion engines comprising, a cylinder, a pistonreciprocable therein, an inlet valve having a closing movement effected by said piston, means spacing said inlet valve and piston, resilient means normally retaining said' inlet valve closed, passages connecting both ends of said cylinder with the manifold to normally establish equal pressures on either side of said piston, and restricting means in one of said passages whereby upon the opening of said inlet valve under relatively high manifold vacuum unequal pressures are established on opposite sides of said piston to retain the same in a predetermined position.

.3. A vacuum relief device for the intake manifolds of internal combustion engines comprising, a cylinder, a piston reciprocable therein, an inlet valve in spaced relation to said piston, means normally retaining said valve closed, passages connecting both ends of said cylinder with the manifold, said inlet valve opening at a. relatively low manifold pressure to admit air to said manifold, andrestricting means in one of said passages whereby upon openingof the inlet valve unequal pressures are established on opposite sides of said piston to prevent closing of said valve until a substantially higher manifold pressure has been established.

4. A vacuum relief device for the intake manifolds of internal combustion engines comprising, a cylinder, a piston reciprocable therein, an inlet valve in spaced relation to said piston, means normally retaining said valve closed, passages connecting both ends of said cylinder with the manifold, said inlet valve opening at a relatively low manifold pressure to admit air to said manifold, and restricting means in one of said passages whereby upon opening of the inlet valve unequal pressures are established on opposite sides of said piston to prevent closing of said valve until a substantially higher manifold pressure has been established, said first named means being adjustable to control the opening and'closing of said valve.

5. A vacuum relief device for the intake manifolds of internal combustion engines, comprising,

a cylinder, a piston reciprocable therein, an inlet valve in spaced relation to said piston, means normally retaining said valve closed, passages connecting both ends of said cylinder with the manifold, said inlet valve opening at a relatively low manifold pressure to admit air to said manifold, and restricting means in one of said passages whereby upon opening of the inlet valve unequal pressures are established on opposite sides of said piston to prevent closing of said valve until a substantially higher manifold pressure has been established, said restricting means being variable fill in order to control the range between opening and closing pressures of said valve.

6. A vacuum relief device for the intake manifolds of internal combustion engines comprising, a cylinder, a piston reciprocable therein, an inlet valve having a closing movement effected by said piston, means spacing said inlet valve and piston, an eduction pipe connecting one end of said cylinder with the manifold, a portion of said eduction pipe adjacent the cylinder being of restricted area, and a passage connecting the other end of said cylinder with the pipe beyond said restriction.

7. A vacuum relief device for the intake manifolds of internal combustion engines comprising,

a cylinder, a piston reciprocable therein, an inlet valve having a closing movement effected by said piston, means spacing said inlet valve and piston, an eduction pipe connecting one end of said cylinder with the manifold, restricting means in said eduction pipe adjacent the cylinder, and a passage connecting the other end of said cylinder with the pipe at a point beyond said restricting means.

8. A vacuum relief device for the intake manifolds of internal. combustion engines comprising, a cylinder. a piston reciprocable therein, an inlet valve having a closing movement effected by said piston, means spacing said inlet valve and piston. an eduction pipe connecting one end of said cylinder with the manifold, venturi means in said pipe adjacent the cylinder. and a passage connecting the other end of said cylinder with the throat portion of the venturi.

9. A vacuum relief device for the intake manifolds of internal combustion engines comprising, a cylinder, a piston reciprocable therein. chambers at either side of said piston, a valve controlling an inlet into one of said chambers. means operatively associated with said valve and piston for causing joint operation thereof in at least one direction. passages connecting each of said chambers with said manifold, one of said passages having a portion of restricted area between the associated chamber and the junction with the other passage.

10. A vacuum relief device for the intake manifolds of internal combustion engines comprising, a cylinder. a piston reciprocable therein, chambers at either side of said piston, an inlet valve opening into one of said chambers, means operatively associated with said valve and piston for causing joint operation thereof in at least one direction, passages connecting each of said chambers with said manifold, one of said passages having a portion of restricted area between the associated chamber and the junction with the other passage, and means secured to said inlet valve for shunting the ignition circuit of the engine.

11. A vacuum relief device for the intake manifolds of internal combustion engines comprising, a cylinder. a piston reciprocable therein, an inlet valve having a closing movement effected by said piston. means spacing said inlet valve and piston, passages connecting both ends of said cylinder with the manifold, and one of said passages being provided with a reduced portion whereby upon the opening of said inlet valve unequal pressures are established on opposite sides of said piston, said inlet valve having means connected thereto for annulling the ignition circuit of the engine.

12. A vacuum relief device for the intake manifolds of internal combustion engines comprising, a cylinder, 2. piston reciprocable therein, an inlet valve, passages connecting both ends of said cylinder with the manifold, and one of said passages being provided with a reduced portion whereby the opening. of said inlet valve under high manifold vacuum produces unequal pressures on opposite sides of said piston to retain the valve in the open position.

13. A vacuum relief device for the intake manifolds of internal combustion engines com prising, a cylinder, a piston reciprocable therein, an inlet valve, means normally retaining said inlet valve closed, passages connecting both ends of said cylinder with the manifold to normally establish equal pressures on either side of the piston, and restricting means in one of the passages whereby upon the opening of said inlet valve under high manifold vacuum unequal pressures are established on opposite sides of said piston to retain the inlet valve in open position against the action of said first named means.

14. A vacuum relief device for the intake manifolds of internal combustion engines comprising, a cylinder, a piston reciprocable therein, an inlet valve. means normally retaining said inlet valve'closed, passages connecting both ends of said cylinder with the manifold, said inlet valve opening at a relatively low manifold pressure to admit air to said manifold, and restricting means in one of said passages whereby the opening of the inlet valve produces unequal pressures on opposite sides of said piston to retain the inlet valve in open position against the action of said first named means until a substantially higher manifold pressure has been established.

15. A vacuum relief device for the intake manifolds of internal combustion engines, comprising, a cylinder,' a piston reciprocable therein, an inlet valve, means normally retaining said inlet valve closed, passages connecting both ends of said cylinder with the manifold to normally establish equal pressures on either side of the piston, and restricting means in one of the passages for directing a high velocity stream of air across the other of said passages whereby the valve is retained in open position due to the kinetic energy of the inflowing air after the inlet valve has been opened by atmospheric pressure.

16. A vacuum relief device for intake manifolds of internal combustion engines comprising, an inlet valve. a cylinder, a piston reciproc-able therein and operatively associated with said inlet valve, means normally retaining said valve closed. said valve opening under atmospheric pressure against the action of said means upon establish ment of a relatively low manifold pressure, and means establishing unequal pressures on opposite sides of said piston upon opening of said valve to permit utilization of the kinetic energy of the infiowing air for retaining said inlet valve open until a relatively higher manifold pressure has been established.

17. A vacuum relief device for intake manifolds of internal combustion engines comprising, an inlet valve operable by unbalanced pressures, a cylinder, a piston reciprocable therein and operatively associated with said inlet valve, said inlet valve opening upon the establishment of highly unbalanced pressures caused by the engine suction to admit air to the manifold, and means establishing unequal pressures on opposite sides of said piston upon opening of said valve to permit utilization of the kinetic energy of the infiowing air for retaining the valve in open position until the establishment of but slightly unbalanced pressures.

18. 'A vacuum relief device for intake manifolds of internal combustion engines comprising. a cylinder, a combined piston and inlet valve reciprocable therein, chambers at either'side of said piston. passages connecting each of said chambers with said manifold, means in one of said passages providing a portion of restricted area between the associated chamber and the junction with the other passage;

19. A vacuum relief device for intake manifolds of internal combustion engines comprising, a

cylinder, 9. piston reciprocable therein, an inlet valve formedon one face of said piston, chambers at either side of said piston, said inlet valve controlling an entrance to one of said chambers, passages connecting each of said chambers with said manifold, and means in one of said passages providing a portion of restricted area between the associated chamber and the junction with the other passage.

' CHARLES o. GUERNSEY. 

